Crankshaft assembly

ABSTRACT

There is presented various embodiments disclosed in this application, including an improved crankshaft system using a load connecting member which provides a greater maximum torque angle than a conventional system, thereby improving efficiency and power.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser No.17/023,735, filed Sep. 17, 2020, entitled “An Improved CrankshaftAssembly,” which is a continuation of U.S. patent application Ser No.16/433,736, filed Jun. 6, 2019, now U.S. Pat. No. 10,808,809, entitled“An Improved Crankshaft Assembly,” which is a continuation of U.S.patent application Ser No. 15/691,382, filed Aug. 30, 2017, now U.S.Pat. No. 10,352,414, entitled “An Improved Crankshaft Assembly,” whichis a continuation of International Patent Application No.PCT/US2016/022227, filed Mar. 11, 2016, entitled “An Improved CrankshaftAssembly,” which claims the benefit of the filing date of U.S.Provisional Application No. 62/131,831, filed Mar. 11, 2015, entitled“An Improved Crankshaft Assembly.” The disclosures of which areincorporated herein by reference for all purposes.

TECHNICAL FIELD

The invention relates in general to crankshaft assemblies for convertinglinear motion into a rotary motion or vice versa.

BACKGROUND INFORMATION

The crankshaft, sometimes abbreviated to crank, is the part of an engineor other device that translates reciprocating linear piston motion intorotation. To convert the reciprocating motion into rotation, thecrankshaft has “crank throws” or “crankpins”, additional bearingsurfaces whose axis is offset from that of the crank, to which the “bigends” of the connecting rods from each cylinder attach.

A crank is an arm attached at right angles to a rotating shaft by whichreciprocating motion is imparted to or received from the shaft. It isused to convert circular motion into reciprocating motion, orvice-versa. The arm may be a bent portion of the shaft, or a separatearm or disk attached to it. Attached to the end of the crank by a pivotis a rod, usually called a connecting rod. The end of the rod attachedto the crank moves in a circular motion, while the other end is usuallyconstrained to move in a linear sliding motion.

The mechanical advantage of a crank, the ratio between the force on theconnecting rod and the torque on the shaft, varies throughout thecrank's cycle. Thus a good portion of the force applied to the crank isabsorbed at the bearing surfaces and is not turned into a torque. Thisputs tremendous pressures on the bearing surfaces until such time thatthe torque angle improves allowing more of the force to be convertedinto a torque. These losses, most of which are converted into heat, areresponsible for the lowered efficiencies of a crankshaft assembly and inparticular in combustion engines that use crankshaft principles, such aspistons.

SUMMARY

In response to these and other problems, there is presented variousembodiments disclosed in this application, including an improvedcrankshaft system using a load connecting member which provides agreater maximum torque angle than a conventional system, therebyimproving efficiency and power.

Specifically, in certain embodiments there may be a crankshaft assemblycomprising: a rotatable shaft having a center axis, a crank meanspositioned transversely to the center axis, wherein an interior portionof the crank means is fixedly coupled to the rotatable shaft, a loadtransfer member having a first end connecting pin, a second endconnecting pin, and an interior connecting pin, wherein the interiorconnecting pin is rotatably coupled to the crank means, a firstconnecting rod having exterior end and an interior end, wherein theinterior end of the first connecting rod is rotatably coupled to thefirst end connecting pin, and a second connecting rod having exteriorend and an interior end, wherein the interior end of the secondconnecting rod is rotatably coupled to the second end connecting pin.

There may also be embodiments as described above wherein the crank meansis a crank member having an interior end and an exterior end positionedtransversely to the longitudinal axis, wherein the interior end is theinterior portion and the exterior end is rotatably coupled to theinterior connecting pin of the load transfer member.

There may also be embodiments as described above further comprising acounter weight coupled to the interior end of the crank means.

There may also be embodiments as described above wherein the crank meansis a crank wheel.

There may also be embodiments as described above wherein the crank meansis a first crank member and a second crank member each having aninterior end and an exterior end, wherein each exterior end ispositioned transversely to the center axis and each interior end is theinterior portion, and each exterior end is rotatably coupled to theinterior connecting pin of the load transfer member.

There may also be embodiments as described above wherein the distancebetween the first end connecting pin and the interior connecting pin ofthe load transfer member is greater than the distance between theinterior connecting pin and the second end connecting pin of the loadtransfer member.

There may also be embodiments as described above further comprising astabilizing member rotatably coupled to the exterior end of the firstconnecting rod and rotably coupled to the exterior end of the secondconnecting rod.

There may also be embodiments as described above wherein the stabilizingmember comprises a center bearing portion slidingly coupled to therotatable shaft.

There may also be embodiments as described above further comprising asecond stabilizing member rotatably coupled to the exterior end of thefirst connecting rod and rotably coupled to the exterior end of thesecond connecting rod.

There may also be embodiments as described above, wherein the secondstabilizing member comprises a second center bearing portion slidinglycoupled to the rotatable shaft.

There may also be embodiments as described above, incorporated into anengine wherein the exterior end of the first connecting rod is rotatablycoupled to a first piston and the exterior end of the second connectingrod is rotatably coupled to a second piston.

There may also be embodiments as described above, further comprising asecond system of claim 1 wherein the crank means of the second system isrotated at an angle of 180 degrees with respect to the first system ofclaim 1.

There may also be a method of rotating a crankshaft, the methodcomprising: moving an exterior end of a first connecting rod along afirst linear direction, moving an interior end of the first connectingrod rotatably coupled to a first connecting pin of a load transfermember, rotating the load transfer member about a first end connectingpin and about an interior connecting pin rotatable coupled to a crankmeans, rotating the crank means about the crankshaft, which in turnrotates the crankshaft about its center axis.

There may also be embodiments of the method as described above, furthercomprising: moving an exterior end of a second connecting rod along thefirst linear direction, moving an interior end of the second connectingrod rotatably coupled to a second connecting pin of the load transfermember, rotating the load transfer member about a second end connectingpin and about an interior connecting pin rotatable coupled to the crankmeans, rotating the crank means about the crankshaft, which in turnrotates the crankshaft about its center axis.

There may also be embodiments of the method as described above, furthercomprising moving a stabilizing member coupled to the first connectingrod and the second connecting rod.

These and other features, and advantages, will be more clearlyunderstood from the following detailed description taken in conjunctionwith the accompanying drawings. It is important to note the drawings arenot intended to represent the only aspect of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a conventional crankshaft system.

FIG. 2 is a schematic illustration of one embodiment of a crankshaftsystem according to one aspect of the present invention.

FIG. 2A is a schematic illustration of one embodiment of a crankshaftsystem, where the crankshaft is rotated at a first angle.

FIG. 2B is a schematic illustration of one embodiment of a crankshaftsystem, where the crankshaft is rotated at a second angle.

FIG. 2C is a schematic illustration of one embodiment of a crankshaftsystem, where the crankshaft is rotated at a third angle.

FIG. 2D is a schematic illustration of one embodiment of a crankshaftsystem, where the crankshaft is rotated at a fourth angle.

FIG. 3A is an isometric view of one embodiment of a crankshaft system,where the crankshaft is rotated at a first angle.

FIG. 3B is an isometric view of one embodiment of a crankshaft system,where the crankshaft is rotated at a second angle.

FIG. 3C is an isometric view of one embodiment of a crankshaft system,where the crankshaft is rotated at a third angle.

FIG. 3D is an isometric view of one embodiment of a crankshaft system,where the crankshaft is rotated at a fourth angle.

FIG. 4A illustrates a maximum torque angle area of a conventionalcrankshaft system.

FIG. 4B illustrates a maximum torque angle in certain embodiments ofthis disclosure.

FIG. 4C is a conceptual line drawing of a load transfer member where theproportions between the connecting pins and the interior crank pin aregenerally equal.

FIG. 4D is a conceptual line drawing of a load transfer member where theproportions between the connecting pins and the interior crank pin vary.

FIG. 5 is a perspective view of one embodiment of a crankshaft system,where the crankshaft is rotated at a first angle.

FIG. 6A is a perspective view from a first side of a portion of anengine using a crankshaft system, where the crankshaft is rotated at afirst angle.

FIG. 6B is a perspective view from a second side of a portion of anengine using the crankshaft system of FIG. 6A, where the crankshaft isrotated at a first angle.

FIG. 6C is a perspective view from a top side of a portion of an engineusing the crankshaft system of FIG. 6A, where the crankshaft is rotatedat a first angle.

FIG. 6D is a perspective view from a first side of a portion of anengine using the crankshaft system of FIG. 6A, where the crankshaft isrotated at a second angle.

FIG. 6E is a perspective view from a second side of a portion of anengine using the crankshaft system of FIG. 6A, where the crankshaft isrotated at a second angle.

FIG. 6F is a perspective view from a top side of a portion of an engineusing the crankshaft system of FIG. 6A, where the crankshaft is rotatedat a second angle.

FIG. 7 is a perspective view of another aspect of an engine using thecrankshaft system of the previous figures.

FIG. 8A is a portion of an alternative embodiment.

FIG. 8B is a portion of an alternative embodiment.

FIG. 8C is a portion of an alternative embodiment.

FIG. 8D is an alternative embodiment incorporating the portions of FIGS.8A through 8C.

FIG. 9A is an isometric view of the embodiment of FIG. 8D, where thecrankshaft is rotated at a first angle relative to TDC.

FIG. 9B is an isometric view of the embodiment of FIG. 9A, where thecrankshaft is rotated at a second angle relative to TDC.

FIG. 9C is an isometric view of the embodiment of FIG. 9A, where thecrankshaft is rotated at a third angle relative to TDC.

FIG. 9D is an isometric view of the embodiment of FIG. 9A, where thecrankshaft is rotated at a fourth angle relative to TDC.

DETAILED DESCRIPTION

Specific examples of components, signals, messages, protocols, andarrangements are described below to simplify the present disclosure.These are, of course, merely examples and are not intended to limit theinvention from that described in the claims. Well-known elements arepresented without detailed description in order not to obscure thepresent invention in unnecessary detail. For the most part, detailsunnecessary to obtain a complete understanding of the present inventionhave been omitted inasmuch as such details are within the skills ofpersons of ordinary skill in the relevant art. Details regarding controlcircuitry, power supplies, or circuitry used to power certain componentsor elements described herein are omitted, as such details are within theskills of persons of ordinary skill in the relevant art.

When directions, such as upper, lower, top, bottom, clockwise,counter-clockwise, are discussed in this disclosure, such directions aremeant to only supply relative and/or reference directions for theillustrated figures and for orientation of components in the figures.The directions should not be read to imply actual directions used in anyresulting invention or actual use. Under no circumstances, should suchdirections be read to limit or impart any meaning into the claims.

Turning now to FIG. 1, there is presented a schematic drawing of atypical crankshaft assembly 100 as used in numerous conventionalmechanical applications including but not limited to piston drivencombustion engines. FIG. 1 illustrates a crank 102 having an interiorend radially attached a right angle to a rotating shaft or crankshaft104. The crankshaft 104 rotates about its own center or longitudinalaxis 105 which is normal to the plane of FIG. 1. Constrained within theplane of the illustration is a longitudinal axis 130 which intersectsthe center axis 105. The exterior end of the crank 102 is attached to afirst or crank end of a connecting rod 118 via a crank pin 114.

A second or piston end of the connecting rod 118 may be rotatablycoupled to a piston pin 124, which in turn may be coupled to a pistonwithin a cylinder or a laterally restrained member (not shown) which inturn is coupled to a driving device or a driven device (such as a pistonwithin a cylinder). In either case, in this embodiment, the piston pin124 is laterally restrained and thus may only travel in a directionalong the longitudinal axis 130.

The lateral displacement “S” of the piston pin 124 along thelongitudinal axis 130 as the crank 102 rotates about the center axis 105of the crankshaft 104 is approximately proportional to the cosine of theangle of rotation a of the crank 102, when it is measured from areference point, which in this embodiment, is along the longitudinalaxis 130 and is closest to the piston pin. Such a reference point isknown as “top dead center” (TDC).

The reciprocating motion created by a steadily rotating crank andconnecting rod is approximately simple harmonic motion. This motion canbe generally expressed as the formula: x=ι+r cos α, where x is thelateral component of the distance between the end of the connecting rod118 (e.g., crank pin 114) and the center axis 105 of the crankshaft 104,ι is the length of the connecting rod 118, r is the length of the crank102, and a is the rotational angle of the crank 102 between thereference point or top dead center (TDC) and the crank pin 114.(Technically, the reciprocating motion of the connecting rod 118 departsslightly from sinusoidal motion due to the changing angle of theconnecting rod during the cycle.)

The mechanical advantage of the crank 102 (e.g., the ratio between theforce on the connecting rod 118 and the torque on the crankshaft 104)varies throughout the crank's cycle. The relationship between the twomay be approximately represented by the formula: τ=Fr sin ι, where ι, isthe torque and F is the force on the connecting rod 118. Thus, for agiven force on the crank 102, the torque is maximum at crank angles ofα=90° or 270° from TDC. Of course, around these crank angles there is arotation path that creates two “areas” of maximum torque ofapproximately 60 degrees as illustrated in FIG. 4A. In other words, therotation path within these 60 degree areas create greater torque thanthat outside of these areas due to the geometrical relationship thecrank pin 114 as it rotates around the center axis 105.

Turning back to FIG. 1, when the crank 102 is driven by the connectingrod 118, a problem arises when the crank is aligned with thelongitudinal axis 130 (either at top dead center “TDC”) (0° or bottomdead center or “BDC” which is 180° from TDC). At these points in thecrank's cycle, a force on the connecting rod 106 causes no torque on thecrank 102. Therefore if the crank 102 is stationary and happens to be atone of these two points, the crank cannot be started moving by theconnecting rod 106. To compensate for these geometric situations of notorque, in most piston engines, for instance, the fuel inside the pistoncylinder (not shown) is ignited before or after the crank rotation is atTDC or BDC in order to provide enough momentum to power through pistonthrough these positions. Thus, the areas around TDC and BDC aregeometric areas of no or low torque.

Turning now to FIGS. 2 and 2 a, there is illustrated a conceptual viewof an improved crankshaft system or assembly 200. FIG. 2 illustrates acrank 202 having an interior end radially attached at a right angle to arotatable shaft or crankshaft 204. The crankshaft 204 rotates about itsown center or a longitudinal axis 205 which is normal to the plane ofthe illustration. Constrained within the plane of the illustration andintersecting the center axis 205 is a longitudinal axis 230.

An exterior end of the crank 202 is rotatably coupled to an interior pinor crank pin 206 of a load transfer member 208. A first end 210 of theload transfer member 208 may be rotatably coupled to a first connectingrod member 218 via a connecting pin 214. The opposing end or second end212 of the load transfer member 208 may be coupled to a secondconnecting rod member 220 via a connecting pin 216. The connecting pin216 rotatably couples the load transfer member 208 to a secondconnecting rod 220.

The external or piston end of the connecting rod 218 may be rotatablycoupled to a first piston pin 224, which in turn may be coupled to apiston or a laterally restrained member (not shown) which in turn iscoupled either a driving device or a driven device. In either case, thepiston pin 224 is laterally restrained and thus may only travel in alonga longitudinal axis 230. Similarly, the external or piston end of theconnecting rod 220 may be rotatably coupled to a second piston pin 226,which in turn may be coupled to a second piston or a laterallyrestrained member (not shown) which in turn is coupled to either adriving device or a driven device. In either case, the piston pin 226 islaterally restrained and thus may only travel in along a longitudinalaxis 230.

By affixing two connecting rod pins 214 and 216 connected by means of aload transfer member 208, it is possible to convert this linear motionof the piston pins 224 and 226 into a rotary motion of the crankshaft204. This arrangement provides an optimum torque angle throughout mostof the stroke. The force applied to the linear connecting rod 218 allowsa positive torque transfer while maintaining an optimum torque anglethough approximately 160 degrees of crankshaft revolution (see FIG. 4b). This is a more efficient use of input force than the roughly 60degree maximum torque angle in conventional crankshaft designs (see FIG.1 and FIG. 4a ).

FIG. 2 is schematic illustration of the system 200 where the angle α(between the TDC and longitudinal axis of the crank 202) is illustratedas less than 90 degrees. For example, as a lateral force in a firstdirection 231 is applied to the piston pin 224, that force istransferred to the first connecting rod member 218, which in turntransfers a force to the load transfer member 208. Because the loadtransfer force member 208 is coupled to the crank 202 via the crank pin206, the crank 202 rotates about the center axis 205 at an angle α.

In FIG. 2a , the crank 202 has been rotated until the angle α isapproximately 90 degrees from TDC. As illustrated in FIG. 2a , althoughthe longitudinal axis of the crank 202 has been rotated approximately 90degrees from the longitudinal axis 230 or TDC, the member 208 may beskewed due to the imbalance of forces applied to it from the firstconnecting rod member 218 and the second connecting rod member 220. Boththe first connecting rod member 218 and the second connecting rod member220 share the load on the load transfer force member 208 in a lateraldirection. One member is pushing and the other member is pulling. Thislimits the applied force on each pivot point while transferring the fullforce to the crankshaft 204 via the crank 202.

As the lateral force continues to be applied to the piston pin 224 inthe direction 231, that force is transferred to the first connecting rodmember 218, which in turn transfers a force to the load transfer member208. Because the load transfer force 208 is coupled to the crank 202,the crank 202 rotates about an angle α. In FIG. 2b , the crank 202 hasbeen rotated until the angle α is approximately 180 degrees from TDC. Asillustrated in FIG. 2b , although the longitudinal axis of the crank 202is approximately aligned with the longitudinal axis 230, the member 208may be skewed due to the geometric constraints of the system 200.

As the momentum of the load transfer member 208 causes the load transfermember to continue to rotate, the crank pin 206 continues to rotateabout the center axis 205. In some embodiments, an opposing force (in adirection opposite to direction 231) may also be applied on the secondpiston pin 226 (either before or after the crank 202 is aligned with thelongitudinal axis 230). If an opposing force is applied, then thatopposing force is transferred to the second connecting rod member 220,which in turn transfers a force to the load transfer member 208. Becausethe load transfer force member 208 is coupled to the crank 202, thecrank 202 continues to rotate about an angle α. In FIG. 2c , the crank202 has been rotated until the angle α is approximately 270 degrees fromTDC. As illustrated in FIG. 2c , although the longitudinal axis of thecrank 202 is approximately −90 degrees (or 270 degrees) from thelongitudinal axis 230, the member 208 may be skewed due to the geometricconstraints of the system 200 and/or the imbalance of forces from thefirst connecting rod member 218 and the second connecting rod member220.

As the opposing force continues to be applied on the second piston pin226, the crank 202 is rotated to the configuration illustrated in FIG.2d where the crank 202 is now aligned with the longitudinal axis 230 atTDC. As the momentum of the load transfer member 208 continues to causethe crank pin 206 to rotate about the center axis 205. Additionally, aforce in the direction of 231 may also be applied on the first pistonpin 224 (either before or after the crank 202 has been aligned with thelongitudinal axis 230). The applied force is transferred to the firstconnecting rod member 218, which in turn transfers a force to the loadtransfer member 208. Because the load transfer force member 208 iscoupled to the crank 202, the crank 202 continues to rotate about anangle α. In FIG. 2d , the crank 202 has been rotated until the angle αis approximately 360 degrees from TDC. As illustrated in FIG. 2d ,although the longitudinal axis of the crank 202 is approximately alignedwith the longitudinal axis 230, the member 208 may be skewed due to thegeometric constraints of the system 200. As the member 208 continues torotate about the center axis 205, the crank 202 will be rotated untilangle α is once again 90 degrees as illustrated in FIG. 2A. The processthen repeats itself in an almost harmonic manner as alternative forcesare applied to either the pin 224 or the pin 226 as alternate forces areapplied to either the pin 224 or the pin 226 by a driving mechanism aswill be explained below.

As discussed above, the load transfer member 208 rotatably couples thecrank 202 to the connecting members 218 and 220 via the crank pin 206,the connecting pin 214, and the connecting pin 216, respectively. Aconceptual line drawing of the load transfer member 208 and the pins206, 214, and 216 is illustrated in FIG. 4C. The longitudinal distancebetween the end connecting pin 214 and the interior crank pin 206 islabeled as distance “A.” Similarly, the longitudinal distance betweenthe interior crank pin 206 and connecting pin 216 is labeled as distance“B.”

In certain embodiments, the load transfer member 208 may be illustratedwith the proportions between distance A and distance B as generallyequal—as illustrated in

FIG. 4C. In other embodiments, the distance A and B varies. Forinstance, in certain embodiments, the distance B may be twice thedistance as the distance A—as illustrated in FIG. 4D. In yet otherembodiments, the distance A may be twice the distance B. Varying theproportions between A to B of the load transfer member 208 changes thetorque angle which allows a greater torque to be transferred to thecrankshaft.

FIG. 3a illustrates an isometric view of a system 300 which employs theprinciples of the assembly 200 where the angle α (between the TDC and acrank wheel pin 306) is 90 degrees. Rather than employing a traditionalcrank (such as crank 202 of FIG. 2), the system 300 employs a crankwheel 302 which rotates about its center axis 305. In certainembodiments, a shaft or crankshaft 304 can also be concentricallypositioned about the center axis 305 and fixedly coupled to the crankwheel 302. In certain embodiments, the crank wheel 302 provides momentumto assist in rotating through geometric positions of low torque asdiscussed above.

An interior or crank wheel pin 306 is rotatably positioned within thecrank wheel 302 with its axis of rotation positioned at a radius “r”with respect to the center axis 305 (which corresponds to the length “r”of the crank 102 or 202 of FIGS. 1 and 2). In certain embodiments, thecrank wheel pin 306 is rotatably coupled to a load transfer member 308at approximately at the midpoint of the load transfer member. In yetother embodiments, the crank wheel pin 306 may be positioned away fromthe midpoint of the load transfer member 308. A first end 310 of theload transfer member 308 may be rotatably coupled to a first connectingrod member 318 via a connecting pin 314. The opposing end or second end312 of the load transfer member 308 may be coupled to a secondconnecting rod member 320 via a connecting pin 316. In operation ofcertain embodiments, both the first connecting rod member 318 and thesecond connecting rod member 320 exert forces on the load transfer forcemember 308. One connecting rod member is pushing and the otherconnecting rod member is pulling. This limits the applied force on eachpivot point while transferring the full force to the crankshaft 304 viathe crank wheel 302.

An external or piston end of the connecting rod 318 may be rotatablycoupled to a first piston pin 324, which in turn may be coupled tostabilizing member 332 which in turn may be coupled to a piston oreither a driving device or a driven device (not shown). For instance, afirst end 334 of the stabilizing member 332 may couple to a piston (notshown). In either case, the piston pin 324 is laterally restrained bythe stabilizing member 332 and thus may only travel in along alongitudinal axis 340 of the stabilizing member. Similarly, the externalor piston end of the second connecting rod 320 may be rotatably coupledto a second piston pin 326, which in turn may be coupled to thestabilizing member 332. A second or opposing end 336 of the stabilizingmember 332 in turn may be coupled to another piston or either a drivingdevice or a driven device (not shown). In either case, the piston pin326 is also laterally restrained and thus may only travel in along thelongitudinal axis 340 of the stabilizing member 332.

In certain embodiments, a driving member (not shown) such as a firstpiston within a cylinder may be coupled to the end 334 of thestabilizing member 332. As the fuel in the cylinder ignites, thepressure in the cylinder causes the piston to move in a direction 338.The movement of the piston in the direction 338 exerts a lateral forceon the end 334 of the stabilizing member 332, which in turn exerts alateral force on the first connecting member 318 via the connecting pin324. The connecting member 318, in turn transfers a force to the loadtransfer member 308. Because the load transfer force member 308 iscoupled to the crank wheel 302 via the crank wheel pin 306, the crankwheel 302 also rotates about an angle with respect to the center axis305. In FIG. 3A, the crank wheel 302 and the crank wheel pin 306 havebeen rotated until the angle of rotation is approximately 90 degreesfrom TDC or the longitudinal axis 340 of the stabilizing member 332.

In FIG. 3B, the crank wheel 302 and the crank wheel pin 306 have beenrotated until the angle of rotation is approximately 180 degrees fromthe TDC or longitudinal axis 340 of the stabilizing member 332. Asillustrated in FIG. 3B, although the crank wheel pin 306 isapproximately aligned with the longitudinal axis 340, the load transfermember 308 may be skewed due to the geometric constraints of the system300.

The momentum of the crank wheel 302 causes the crank wheel pin 306 tocontinue to rotate about the center axis 305. In some embodiments, asecond driving member (not shown) such as a second piston within asecond cylinder may be coupled to the end 336 of the stabilizing member332. As the fuel in the second cylinder ignites, the pressure in thesecond cylinder causes the second piston to move in opposite or opposingthe direction 338. The opposite movement of the second piston in theopposing direction exerts a lateral opposing force on the end 336 of thestabilizing member 332, which in turn exerts a lateral opposing force onthe second connecting member 320 via the connecting pin 326. In turn,the second connecting member 320 transfers a force to the load transfermember 308. Because the load transfer force member 308 is coupled to thecrank wheel 302, the crank wheel 302 continues to rotate about thecenter axis 305.

In FIG. 3C, the crank wheel 302 has been rotated until the crank wheelpin 306 or the angle α is approximately 370 degrees from TDC. Asillustrated in FIG. 3C, although the longitudinal axis of the crankwheel pin 306 is approximately −90 or 270 degrees from the longitudinalaxis 340, the member 308 may be skewed due to the geometric constraintsof the system 300 and/or the imbalance of forces from the firstconnecting rod member 318 and the second connecting rod member 320.

As the opposing force continues to be applied on the second piston pin326 and the momentum of the crank wheel continues to rotate the crankwheel 302, the crank 302 is rotated to the configuration illustrated inFIG. 3D where the crank wheel pin 306 is now aligned with thelongitudinal axis 340 at TDC. The momentum of the crank wheel 302 causesthe crank wheel pin 306 to continue to rotate about the center axis 305.Additionally, a force in the direction of 338 may also be applied on thefirst piston pin 324 (either before or after the crank 302 has beenaligned with the longitudinal axis 340). The applied force istransferred to the first connecting rod member 318, which in turntransfers a force to the load transfer member 308. Because the loadtransfer force member 308 is coupled to the crank wheel 302 via thecrank wheel pin 306, the crank wheel 302 continues to rotate about thecenter axis 305. In FIG. 3D, the crank wheel 302 has been rotated untilthe crank wheel pin 306 is approximately 360 degrees from TDC or alignedwith the longitudinal axis 340. As illustrated in FIG. 3D, although thecenter axis of the crank wheel pin 306 is approximately aligned (orintersects) with the longitudinal axis 340, the member 308 may be skeweddue to the geometric constraints of the system 300. As the member 308continues to rotate about the center axis 305, the crank wheel 302 willbe rotated until the crank wheel pin 306 is once again 90 degrees fromthe longitudinal axis 340 as illustrated in FIG. 3A. The process thenrepeats itself in an almost harmonic manner.

Turning now to FIG. 5, there is a perspective view of the system 500.The system 500 is conceptually similar to the systems 200 and 300discussed above. However, the crank wheel 302 in system 300 has beenreplaced by a crank or crank member 502 coupled to a counter weight 503for assisting with the momentum as discussed above. In certainembodiments, a shaft or crankshaft 504 can also be concentricallypositioned about a center axis 505 and fixedly coupled to the crank 502such that the crank 502 rotates about the center axis. In certainembodiments, the crank shaft 504 may also be fixedly coupled to thecounter weight 503.

An interior or crank pin 506 is rotatably positioned in proximity to anexterior end of the crank 502 with its axis of rotation positioned at aradius “r” with respect to the center axis 505 (which corresponds to thelength “r” of the crank 102 or 202 of FIGS. 1 and 2). The crank pin 506is rotatably coupled to a load transfer member 508 at approximately atthe midpoint of the load transfer member. A first end of the loadtransfer member 508 may be rotatably coupled to a first connecting rodmember 518 via a connecting pin 514. The opposing end or second end ofthe load transfer member 508 may be coupled to a second connecting rodmember 520 via a connecting pin 516.

An external or piston end of the connecting rod 518 may be rotatablycoupled to a first piston pin 524, which in turn may be coupled to astabilizing member 532 which in turn may be coupled to a piston oreither a driving device or a driven device (not shown). For instance, afirst end 534 of the stabilizing member 532 may couple to a piston (notshown). In either case, the piston pin 524 is laterally restrained bythe stabilizing member 532 and thus may only travel along a directionparallel to the longitudinal axis 540 of the stabilizing member.Similarly, the external or piston end of the second connecting rod 520may be rotatably coupled to a second piston pin 526, which in turn maybe coupled to the stabilizing member 532. A second or opposing end 536of the stabilizing member 532 in turn may be coupled to another pistonor either a driving device or a driven device (not shown). In eithercase, the piston pin 526 is also laterally restrained and thus may onlytravel in along a direction parallel to the longitudinal axis 540 of thestabilizing member 532.

Turning now to FIGS. 6A through 6F, there are different perspectiveviews of a system 600. The system 600 is conceptually similar to thesystem 500 discussed above except that two systems 500 and 500′ havebeen joined together through a common rotatable shaft or crankshaft 604which is shared by both systems 500 and 500′. Thus, the system 600employs the above crank principles in a “flat four” cylinderarrangement. However, the crank 502 and counter weight 503 of the firstsystem 500 is radially positioned or rotated approximately 180 degreesfrom the crank 502′ and 503′ of the second system 500′ as illustrated inFIGS. 6A and 6B.

FIG. 6A is a perspective view of the system 600 from a first sideprimarily showing the system 500. FIG. 6B is a perspective view of thesystem 600 from a second side primarily showing the system 500′. FIG. 6Cis a perspective view of the system 600 from a top view showing both thesystem 500 and the system 500′. The position of the system 600 in FIGS.6A through 6C is that the cranks 502 and 502′ are radially opposed toeach other and are substantially normal to the longitudinal axis of thestabilizing members.

As illustrated, the end 534 of the stabilizing member 532 is coupled toa piston 650 which has been positioned within a cylinder 660. Similarly,the end 536 of the stabilizing member 532 is coupled to a piston 652which has been positioned within the cylinder 662. An end 534′ of thestabilizing member 532′ of the system 500′ is coupled to a piston 654which has been positioned within a cylinder 664 (See FIG. 6B).Similarly, the end 536′ is coupled to a piston 656 which has beenpositioned with the cylinder 666 (See FIG. 6B).

In the system 600, the crankshaft 604 is fixedly coupled to a drivesprocket 670. The drive sprocket 670 is mechanically coupled to a drivensprocket 672 via a drive chain 674. The driven sprocket 672 may becoupled to a driven shaft 676 which may be coupled to or be part of anaxle or other driven mechanism (not shown). Thus, the drive chain 674transfers the rotational force produced by the system 600 to the drivenshaft 676.

FIG. 6D is a perspective view of the system 600 from a first sideprimarily showing the system 500. FIG. 6E is a perspective view of thesystem 600 from a second side primarily showing the system 500′. FIG. 6Fis a perspective view of the system 600 from a top view showing both thesystem 500 and the system 500′. In FIGS. 6A to 6B, the system 600 isillustrated where the pistons 650, 652, 654, and 656 are approximatelymid-stroke or midway within their respective cylinders 660, 662, 664,and 666. In contrast, in FIGS. 6D to 6F, the system 600 is illustratedwhere the pistons 650 and 656 are at the top of their strokes or at thetop of their respective cylinders 660 and 666. Because the cranks 502and 502′ (not visible in FIGS. 6D to 6F) are radially opposed to eachother, the pistons 652 and 654 are at the bottom of their strokes or atthe bottom of their respective cylinders 662 and 664.

In an engine, the fuel in the cylinders 660 and 666 would ignite in aconventional manner, the resulting pressure in these cylinder causes thepistons 650 and 656 to move in opposite directions towards the center ofthe system 600. The movement of the pistons 650 and 656 exerts a lateralforce on the ends of the stabilizing members 532 and 532′, which in turnexerts a lateral force on their respective connecting members 518 and518′ via the piston or connecting pins 524 and 524′. The connectingmembers 518 and 518′ then rotate their respective cranks 502 and 502′via the load transfer members 508 and 508′ as explained above inreference to the system 500 and the system 300 explained above.

The cylinder arrangement employed by the system 600 is a “flat four”cylinder arrangement system or “flat four” engine. As one skilled in theart would recognize, the above crank systems may be employed in anycylinder arrangement, from a “flat one” to “flat twelve” or morecylinders depending on the design parameters. Furthermore, the abovecrank systems may be employed in other cylinder configurations such as astraight 4, straight 6, slant 4, slant 6, v6, v8, and v12. The number ofcylinders and the configuration of the cylinders depend on the designparameters to be employed for a specific situation.

Turning back to FIG. 6A and FIG. 6D, note that the stabilizing member532 would interfere with the crankshaft 604 if the crankshaft 604 wereto be extended for a flat six or flat eight engine. Such interferencecan be addressed by using a slotted stabilizing member, such as aslotted stabilizing member 732 or 832 illustrated and discussed inreference to FIG. 8C below. Additional counter weight interference maybe addressed in certain embodiments, by coupling additional systemstogether at other points besides around the common crankshaft axis ofcrankshafts 704 and 704′.

For instance, in FIG. 7, there is presented a perspective view of asystem 700. The system 700 is conceptually similar to the system 600discussed above except that the system 700 comprises two, flat fourengine portions to create a single flat eight cylinder configuration.The system 600 discussed above and a similar system 600′ have beenjoined together through a common rotatable coupling shaft 780 to formthe single system 700. An interior facing stabilizing member 732 isslotted to allow movement relative to the crankshaft 704. Similarly, asecond interior facing stabilizing member 732′ is also slotted to allowmovement relative to the crankshaft 704.

The rotatable coupling shaft 780 couples the load transfer member 508from the system 600 to a similarly configured load transfer member 508′from the system 600′. Thus, the coupling shaft 780 is shared by bothsubsystems 600′ and 600. Other embodiments may join the crankshaft 704of system 600 to the crankshaft 704′ of system 600′.

Turning now to FIG. 8A, there is a perspective view of an alternativeembodiment for a crankshaft, crank, and counterweight. In thealternative embodiment illustrated in FIG. 8A, the crankshaft has beenreplaced by a first crankshaft portion 804 a and a second crankshaftportion 804 b. The crankshaft portions 804 a and 804 b may rotate abouta common center or longitudinal axis 805, but otherwise remain fixed byone or more supports (not shown). An inward or interior end of thecrankshaft portion 804 a is fixedly coupled to an interior end of thefirst crank 802 a. The crank 802 a also rotates about the center axis805. An opposing or exterior end of the crank 802 a couples to a loadtransfer member 808 via an interior or crank pin 806 such that the loadtransfer member 808 can rotate with respect to the crank 802 a. A firstcounterweight 803 a opposes the crank 802 a and is also fixedly coupledto the crankshaft portion 804 a to provide for momentum as discussedabove with respect to other embodiments.

Similarly, an inward or interior end of the second crankshaft portion804 b is fixedly coupled to an interior end of the second crank 802 b.The second crank 802 b also rotates about the center axis 805. Anopposing or exterior end of the second crank 802 b couples to the loadtransfer member 808 via the crank pin 806 such that the load transfermember 808 can rotate with respect to the second crank 802 b. A secondcounterweight 803 b opposes the crank 802 b and is also fixedly coupledto the crankshaft portion 804 b to provide for momentum as discussedabove with respect to other embodiments.

One advantage to using two crankshaft portions 804 a and 804 b and twocranks 802 a and 802 b is that the connecting rods may be placed betweenthe two crankshaft portions, the two cranks, and the two counterweightsfor more even distribution of torque and momentum. As illustrated inFIG. 8B, the crank pin 806 is rotatably coupled to the load transfermember 808 at approximately at the midpoint of the load transfer member.However, as discussed above, the crank pin 806 may be offset from thecenter to increase torque if desired. A first end of the load transfermember 808 may be rotatably coupled to a first connecting rod member 818via a connecting pin 814. The opposing end or second end of the loadtransfer member 808 may be coupled to a second connecting rod member 820via a connecting pin 816. As illustrated a portion of the secondconnecting rod member 820 is positioned between the crank 802 a and thecrank 802 b.

FIG. 8C illustrates an embodiment of a slotted stabilizing member 732 or832. In the illustrative embodiment, the stabilizing member 832comprises three sections: a first end section 782, a middle orintermediate section 784, and a second end section 786. A longitudinalslot 788 is defined within the middle section 784. The longitudinal slot788 has a width and depth to allow the stabilizing member 832 to clearthe crankshafts 804 a or 804 b when the stabilizing member is in motionrelative to the crankshafts.

In certain embodiments, the middle section may comprise two longitudinalmembers 790 a and 790 b which are in parallel to each other joined bytwo end members 792 a and 792 b which couple the longitudinal memberstogether in addition to coupling the middle section 784 to therespective end section 782 or 786.

FIG. 8D illustrates a system 800 using two slotted stabilizing members832 a and 832 b coupled to a first piston 850 on one end of the systemand a second piston 852 on the opposing end of the system. The pistons850 and 852 are designed to mate with two cylinders 860 and 862,respectively which are positioned a “flat” configuration and may be partof an engine block (not shown).

An external or piston end of a connecting rod 818 may be rotatablycoupled to a first piston pin 824, which in turn may be coupled to thefirst stabilizing member 832 a and the second stabilizing member 832 b.Similarly, the external or piston end of the second connecting rod 820may be rotatably coupled to a second piston pin 826, which in turn maybe rotatably coupled to the first stabilizing member 832 a and thesecond stabilizing member 832 b. Both the first connecting rod member818 and the second connecting rod member 820 share the load on the loadtransfer force member 808 in a lateral direction. One rod member ispushing and the other rod member is pulling. This limits the appliedforce on each pivot point while transferring the full force to thecrankshaft portions 804 a and 804 b.

The piston pins 824 and 826 are laterally restrained by the stabilizingmembers 832 a and 832 b. Thus, they may only travel along a directionthat is parallel to longitudinal axes of the stabilizing members.

FIG. 9A is an isometric view of the crankshaft system 800 where thecrankshaft portions 802 a and 802 b are rotated to a first anglerelative to TDC. As illustrated, the pistons 850 and 852 areapproximately positioned midway within their respective cylinders 860and 862. FIG. 9B is another isometric view of the crankshaft system 800,where the portions 802 a and 802 b are rotated to a second anglerelative to TDC and piston 852 is at the top of the cylinder 862 whilepiston 850 is at the bottom of the cylinder 860. FIG. 9C is an isometricview of the crankshaft system 800, where the crankshaft portions 802 aand 802 b are rotated to a third angle relative to TDC and the pistons850 and 852 are approximately positioned midway within their respectivecylinders 860 and 862. FIG. 9D is an isometric view of one embodiment ofa crankshaft system, where the crankshaft portions 802 a and 802 b arerotated to a fourth angle relative to TDC and piston 852 is at thebottom of the cylinder 862 while piston 850 is at the top of thecylinder 860.

Turning to FIG. 9A, a driving member such as the first piston 850 withinthe cylinder 860 may be coupled to the piston ends of the stabilizingmembers 832 a and 832 b. As the fuel in the cylinder 860 ignites in aconventional manner, the pressure in the cylinder causes the piston 850to move in a direction 838. The movement of the piston 850 in thedirection 838 exerts a lateral force on the ends of the stabilizingmembers 832 a and 832 b, which in turn exerts a lateral force on thefirst connecting member 818 via the piston or connecting pin 824. Theconnecting member 818, in turn transfers a force to the load transfermember 808 via a connecting pin 814. Because the load transfer forcemember 808 is coupled to the cranks 802 a and 802 b via the crank pin806, the cranks 802 a and 802 b also rotate with respect to the centeraxis 805 of the crankshafts 804 a and 804 b. As illustrated, the cranks802 a and 802 b have rotated at an angle which is approximately 90degrees from TDC.

In contrast, in FIG. 9B, the cranks 802 a and 802 b and the crank pin806 have been rotated until the angle of rotation is almost 180 degreesfrom the TDC. As illustrated in FIG. 9B, although the crank pin 806 isalmost aligned with the longitudinal axes of the stabilizing members 832a and 832 b, the load transfer member 808 may be skewed due to thegeometric constraints of the system 800.

The momentum of the counterweights 803 a and 803 b cause the cranks 802a and 802 b (and the crank pin 806) to continue to rotate about thecenter axis 805 pushing the piston 852 close to the top of the secondcylinder 862. As the fuel in the second cylinder 862 ignites, thepressure in the second cylinder causes the second piston 852 to move inopposite or opposing the direction 838. The opposite movement of thesecond piston 852 in the opposing direction exerts a lateral opposingforce on the end 836 of the stabilizing members 832 a and 832 b, whichin turn exerts a lateral opposing force on the second connecting member820 via the piston or connecting pin 826. In turn, the second connectingmember 820 transfers a force to the load transfer member 808 via theconnecting pin 816. Because the load transfer force member 808 iscoupled to the cranks 802 a and 802 b, the cranks continue to rotateabout the axis 805.

In FIG. 9C, the cranks 802 a and 802 b have been rotated until the crankpin 806 is approximately 270 degrees from TDC or the longitudinal axisof the stabilizing members. As illustrated in FIG. 9C, although thecenter axis of the crank pin 806 is approximately −90 or 270 degreesfrom the longitudinal axes of the stabilizing members 832 a and 832 b,the load transfer member 808 may be skewed due to the geometricconstraints of the system 800 and/or the imbalance of forces from thefirst connecting rod member 818 and the second connecting rod member820.

As the opposing force continues to be applied on the second piston pin826 and the momentum of the counter weights 803 a and 803 b continues torotate the cranks 802 a and 802 b, the cranks are rotated to theconfiguration illustrated in FIG. 9D where the crank pin 806 has beenrotated past TDC. The momentum of the crank counterweights 803 a and 803b cause the crankshafts 804 a and 804 b to continue to rotate about thecenter axis 805. Additionally, a force (from igniting fuel in cylinder860) in the direction of 838 may also be applied to the first piston pin850 (either before or after the cranks 802 a and 802 b have been alignedwith TDC). The applied force is transferred to the first connecting rodmember 818, which in turn transfers the force to the load transfermember 808 via the connecting pin 814. Because the load transfer forcemember 808 is coupled to the cranks 802 a and 802 b via the crank pin806, the cranks 802 a and 802 b continue to rotate about the center axis805.

In FIG. 9D, the cranks 802 a and 802 b have been rotated until the crankpin 806 is a little past TDC. As illustrated in FIG. 9D, although thelongitudinal axis of the crank pin 806 is almost aligned with TDC, themember 808 may be skewed due to the geometric constraints of the system800. As the member 808 continues to rotate about the center axis 805 ofthe crankshafts 804 a and 804 b, the cranks 802 a and 802 b will berotated until the crank pin 806 is once again 90 degrees from TDC asillustrated in FIG. 9A. The process then repeats itself in an almostharmonic manner.

Thus, embodiments of the present invention minimize areas of low torquefound in traditional crankshaft assemblies which are caused by geometricconstraints. Embodiments of the present invention also minimize torque“dead spots” caused by an alignment of the connecting rod to TDC or BDC.Finally, embodiments of this invention increases the overall torque of amotor or engine.

The abstract of the disclosure is provided for the sole reason ofcomplying with the rules requiring an abstract, which will allow asearcher to quickly ascertain the subject matter of the technicaldisclosure of any patent issued from this disclosure. It is submittedwith the understanding that it will not be used to interpret or limitthe scope or meaning of the claims.

Any advantages and benefits described may not apply to all embodimentsof the invention. For the U.S. national phase of this application: whenthe word “means” is recited in a claim element, Applicant intends forthe claim element to fall under 35 USC 112, paragraph 6. Often a labelof one or more words precedes the word “means”. The word or wordspreceding the word “means” is a label intended to ease referencing ofclaims elements and is not intended to convey a structural limitation.Such means-plus-function claims are intended to cover not only thestructures described herein for performing the function and theirstructural equivalents, but also equivalent structures. For example,although a nail and a screw have different structures, they areequivalent structures since they both perform the function of fastening.Claims that do not use the word means are not intended to fall under 35USC 112, paragraph 6.

The foregoing description of the embodiments of the invention has beenpresented for the purposes of illustration and description. It is notintended to be exhaustive or to limit the invention to the precise formdisclosed. Many combinations, modifications and variations are possiblein light of the above teaching. Un-described embodiments which haveinterchanged components are still within the scope of the presentinvention. It is intended that the scope of the invention be limited notby this detailed description, but rather by the claims appended hereto.

What is claimed is:
 1. A crankshaft assembly comprising: a rotatableshaft having a center axis, a crank means positioned transversely to thecenter axis, wherein an interior portion of the crank means is fixedlycoupled to the rotatable shaft, a load transfer member having a firstend connecting pin, a second end connecting pin, and an interiorconnecting pin, wherein the interior connecting pin is rotatably coupledto the crank means, a first connecting rod having exterior end and aninterior end, wherein the interior end of the first connecting rod isrotatably coupled to the first end connecting pin, and a secondconnecting rod having exterior end and an interior end, wherein theinterior end of the second connecting rod is rotatably coupled to thesecond end connecting pin.
 2. The crankshaft assembly of claim 1,wherein the crank means is a crank member having an interior end and anexterior end positioned transversely to the longitudinal axis, whereinthe interior end is the interior portion and the exterior end isrotatably coupled to the interior connecting pin of the load transfermember.
 3. The crankshaft assembly of claim 2, further comprising acounter weight coupled to the interior end of the crank means.
 4. Thecrankshaft assembly of claim 1, wherein the crank means is a crankwheel.
 5. The crankshaft assembly of claim 1, wherein the crank means isa first crank member and a second crank member each having an interiorend and an exterior end, wherein each exterior end is positionedtransversely to the center axis and each interior end is the interiorportion, and each exterior end is rotatably coupled to the interiorconnecting pin of the load transfer member.
 6. The crankshaft assemblyof claim 1 wherein the distance between the first end connecting pin andthe interior connecting pin of the load transfer member is greater thanthe distance between the interior connecting pin and the second endconnecting pin of the load transfer member.
 7. The crankshaft assemblyof claim 2, further comprising a stabilizing member rotatably coupled tothe exterior end of the first connecting rod and rotably coupled to theexterior end of the second connecting rod.
 8. The crankshaft assembly ofclaim 5, wherein the stabilizing member comprises a center bearingportion slidingly coupled to the rotatable shaft.
 9. The crankshaftassembly of claim 6, further comprising a second stabilizing memberrotatably coupled to the exterior end of the first connecting rod androtably coupled to the exterior end of the second connecting rod. 10.The crankshaft assembly of claim 7, wherein the second stabilizingmember comprises a second center bearing portion slidingly coupled tothe rotatable shaft.
 11. The crankshaft assembly of claim 1,incorporated into an engine wherein the exterior end of the firstconnecting rod is rotatably coupled to a first piston and the exteriorend of the second connecting rod is rotatably coupled to a secondpiston.
 12. The crankshaft assembly of claim 11, further comprising asecond system of claim 1 wherein the crank means of the second system isrotated at an angle of 180 degrees with respect to the first system ofclaim
 1. 13. A method of rotating a crankshaft, the method comprising:moving an exterior end of a first connecting rod along a first lineardirection, moving an interior end of the first connecting rod rotatablycoupled to a first connecting pin of a load transfer member, rotatingthe load transfer member about a first end connecting pin and about aninterior connecting pin rotatable coupled to a crank means, rotating thecrank means about the crankshaft, which in turn rotates the crankshaftabout its center axis.
 14. The method of rotating the crankshaft ofclaim 13, further comprising: moving an exterior end of a secondconnecting rod along the first linear direction, moving an interior endof the second connecting rod rotatably coupled to a second connectingpin of the load transfer member, rotating the load transfer member abouta second end connecting pin and about an interior connecting pinrotatable coupled to the crank means, rotating the crank means about thecrankshaft, which in turn rotates the crankshaft about its center axis.15. The method of rotating the crankshaft of claim 14, furthercomprising moving a stabilizing member coupled to the first connectingrod and the second connecting rod.